Ford 5R110W TorqShift

5R110W TorqShift Transmission Specs & Ratios

The 5R110W is loosely described as a redesign of Ford's 4R100 automatic transmission. The 5R110W "TorqShift" transmission was introduced alongside the 6.0L Power Stroke diesel for the 2003 model year - by all means, the TorqShift is a diesel specific transmission and closely integrated into the function of the engine. Its usage was continued with the introduction of the 6.4L Power Stroke for the 2008 model year and ceased with the introduction of the 6.7L Power Stroke for 2011, which features the advanced 6R140 TorqShift transmission. The transmission is advertised as a five speed, although in actuality it features six forward speeds. Under normal operating conditions, the transmission shifts 1st-2nd-3rd-5th-6th. A secondary shift sequence is commanded when ambient temperature drops below 5° F and shifts 1st-2nd-3rd-4th-6th. The transmissions marginally shorter 4th gear is used in cold weather to force higher engine speeds and therefore help the engine/transmission reach normal operating temperature in less time.

*The 5R110W features a max transmission input of 1,100 lb-ft, accounting for torque multiplication through the torque converter - the transmission is not rated for a maximum 1,100 lb-ft engine torque.

5R110W Adaptive Strategy

The 5R110W TorqShift transmission utilizes an adaptive engagement schedule referred to as an “adaptive strategy”. This is often incorrectly perceived as a system that “learns” driving habits and creates a shift schedule tailored to a person’s individual needs and/or driving behavior. The adaptive strategy does not create a shift schedule unique to individual drivers. Rather, through a continuous process, the system measures the time it takes a particular shift to occur (from the time the PCM commands the shift to the time the shift is complete), compares this value to the programmed ideal time, and makes pressure adjustments accordingly. Matching the actual real-world shift time to the ideal shift time through optimization of engagement pressures is the primary objective of the adaptive strategy.

To create a comprehensive engagement schedule, the transmission must be operated in a variety of load and speed combinations. When the KAM (keep alive memory) is cleared, the PCM loses all information collected by the adaptive strategy. As such, the shift schedule will need to be regenerated anytime a vehicle loses power (i.e. from disconnecting both batteries) or has been re-flashed. It is not uncommon for the transmission to exhibit crude behavior and rough or harsh engagements for a period of time after losing the stored shift schedule information. The PCM will automatically re-learn and adjust the shift schedule as necessary through normal driving. However, the process may be expedited through manual relearn procedures.

5R110W Tow/Haul Function

The 5R110W TorqShift transmission features an integrated "Tow/Haul" function that can be activated via a shifter mounted switch. It is advised that all towing and hauling of significant weight be performed with the Tow/Haul setting activated. While selected, the transmission will provide an alternative shift schedule that prevents shift hunting while towing, engages torque converter lockup at lower engine speeds (which allows for engine braking and speed control on long descents), and will command downshifts on descents to maintain a safe vehicle speed.

5R110W Adaptive Strategy Manual Relearn Procedures

The manual relearn process for the 5R110W transmission will expedite the adaptive strategy’s relearn time, although the schedule will change continuously with normal driving. This process will not cure all rough/harsh shift engagements outright; it will simply reduce the normal drive time necessary for the adaptive strategy to develop an ideal shift schedule for the transmission. The procedures are as follows:

1) Start the engine, allow the engine and transmission to reach operating temperature with all accessories off.

2) Once operating temperature has been reached, idle engine for a minimum of 1 minute with all accessories off.

3) Idle engine for a minimum of 1 minute with the A/C turned on.

4) Drive the truck and allow the transmission to shift from 1st to 5th with light throttle input. Repeat the process at medium throttle input, and finally at wide open throttle (if permitted, always obey local traffic laws).

5) With the vehicle stopped and the gear selector in the N (neutral) position, perform the following series of gear engagements (the order is not important, but three different sets of gear engagements must be made):

Shift from neutral (N) to reverse (R), then wait a minimum 3 seconds

Shift from reverse (R) to drive (D), then wait a minimum 3 seconds

Shift from drive (D) to neutral (N), then wait a minimum 3 seconds

Repeat this sequence once more with the Tow/Haul mode activated. Following these procedures will potentially reduce the relearn time of the adaptive strategy system.

5R110W Troubleshooting & Diagnostics

Problems with the 5R110W can be vaguely separated into two categories. 1) Mechanical problems, including a physically stuck solenoid, worn clutches, damaged gear set, etc. 2) Electrical problems, including a solenoid that is not functioning correctly, faulty or missing input from one of various sensors, etc. Engine problems may be misappropriately diagnosed as a transmission issue and therefore should be repaired before attempting to troubleshoot a transmission. The transmission will trigger diagnostic trouble codes (DTC), but most code readers do not have the capability to retrieve codes set by the 5R110W TorqShift transmission. As such, do not assume that your code reader has the functionality to retrieve such codes unless specifically noted by the product manufacturer. AutoEnginuity software will retrieve such advanced codes and is widely popular amongst home mechanics.

The 5R110W is unique in that it lacks a typical valve body - instead, the 5R110W contains a "solenoid body", which contains a series of 7 electronic shift solenoids. In lieu of a hydraulically controlled shift system, the PCM commands shifts and controls line pressure by means of these shift solenoids. A problem that is not mechanical (i.e. worn/damaged mechanical parts) is almost always a solenoid or sensor problem. Both electrical and mechanical problems are generally detected and a fault code is set. When a transmission code is thrown, the check engine light will not illuminate in the dash. Instead, the PCM will alert a driver to a transmission fault code through the Tow/Haul light on the transmission shifter. If the light begins flashing, a transmission fault has been detected and can be retrieved with a proper diagnostic tool.

Shift solenoids can be checked by draining the transmission fluid and removing the transmission oil pan. At this time, the oil pan and fluid should be inspected for excessive clutch material and/or metal filings, which are good indications that a transmission has reached the end of its usable life and/or a mechanical failure has occurred. To test a solenoid, remove the solenoid's electrical connector and test the resistance in Ohms across the two pins.

5R110W TorqShift shift solenoid locations

Solenoid

Ford Part #

Type

Allowable Resistance
(Ohms, Ω)

PC-A (line pressure solenoid)

4C3Z-7G383-AA

Inversely proportional

5.1 - 5.8 Ω

SSPC-A (shift solenoid A, coast clutch)

3C3Z-7J136-AA

Inversely proportional

4.1 - 4.7 Ω

SSPC-B (shift solenoid B, overdrive clutch)

3C3Z-7J136-AB

Directly proportional

4.1 - 4.7 Ω

SSPC-C (shift solenoid C, intermediate clutch)

3C3Z-7J136-AB

Directly proportional

4.1 - 4.7 Ω

SSPC-D (shift solenoid D, direct clutch)

3C3Z-7J136-AA

Inversely proportional

4.1 - 4.7 Ω

SSPC-E (shift solenoid E, low/reverse clutch)

3C3Z-7J136-AB

Directly proportional

4.1 - 4.7 Ω

TCC (torque converter clutch solenoid)

3C3Z-7J136-AB

Directly proportional

4.1 - 4.7 Ω

Solenoids can be mechanical stuck (i.e. debris limiting solenoid movement) and therefore the resistance test alone is often used to verify a problem that was identified by a fault code or pressure test prior to replacing a solenoid. Not all the solenoids are identical and therefore not interchangeable - some solenoids are directly proportional (normally closed), meaning pressure is increased by increasing the amperage applied to the solenoid. Other solenoids are indirectly proportional (normally open), meaning that pressure is reduced by increasing the amperage supplied to the solenoid. Additionally, there are three different mounting tab configurations on the body of the solenoid that make it impossible to interchange solenoid part numbers between unlike solenoids.

The transmission line pressure can be tested in all ranges by first attaching a compatible test gauge to the transmission pressure port. The pressure test port is located on the driver side of the transmission - reference the figure below. Once the plug has been removed and a transmission pressure gauge has been installed, record pressure and compare to the factory spec:

Range

Pressure @ Idle

Pressure @ Stall Speed

P/N

50 psi

N/A

R

100 psi

320 psi

D

70 psi

320 psi

3

80 psi

260 psi

2

80 psi

215 psi

1

80 psi

270 psi

All tires should be chocked, the parking brake set, and the brake pedal fully depressed during this test. This test is best performed with two people, one operating the vehicle and one recording the pressure. When performing pressure checks at stall speed, do not allow the engine to run at stall speed for more than 5 seconds, as this places tremendous stress on the transmission. Stall speed pressures should be recorded at WOT. Do not perform the stall speed test if one or more ranges fails the pressure test at idle.